Rail transport dump loop system for conveying bulk materials

ABSTRACT

The present invention generally relates to a rail transport system having no internal drive, and in particular to an improved rail transport system for conveying bulk materials. The rail transport system includes improvements in functionality, manufacturability and/or modularity and, therefore, can result in a reduction in system component costs, manpower and/or implementation. The rail transport system includes a dump loop and components thereof for enabling unloading of the rail cars in a predetermined location. The components thereof may be designed to be modular to allow for ease of manufacture and installation of the dump loop. The components may be prefabricated for later use on site.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of PCT application Serial NumberPCT/CA2015/050252 filed Mar. 31, 2015, entitled RAIL TRANSPORT DUMP LOOPSYSTEM FOR CONVEYING BULK MATERIALS, which claims the benefit ofpriority of U.S. provisional patent application Ser. No. 62/021,905,filed Jul. 8, 2014, the content of both of which are incorporated byreference in their entirety.

FIELD OF THE INVENTION

The present invention generally relates to a rail transport systemhaving no internal drive, and in particular to a dump loop andcomponents thereof of a rail transport system for conveying bulkmaterials.

BACKGROUND

Methods and arrangements for moving bulk materials in conventionaltrains, trucks, conveyor belts, aerial tramways or as a slurry in apipeline are well known and are typically used in various industriesbecause of site-specific needs or experience. In the minerals andaggregate industries, for example, bulk materials are moved from miningor extraction sites to a process facility for upgrading or sizing.Trucks had been the system of choice for many years for moving bulkmaterials. Trucks were enlarged for off-road vehicles because of theirefficient transport of bulk materials and increased capacity. Thesevehicles, however, are limited to site specific applications and areprovided at a high capital cost. Major off-road trucks have evolved thatrequire very wide roadways for passing each other, are not energyefficient per ton-mile of material transported, have limited hillclimbing ability, and are dangerous because of potential of operatorerror as well as being environmentally unpleasant neighbors.

Trains have been used for many years for bulk material transport inhopper cars. Because of low friction, the use of free rolling iron orsteel wheels on steel tracks they are very efficient users of energy butare limited in capacity relative to the drivers or locomotives required.Large tonnage long trains use multiple drivers that are heavy units,which dictate the weight of rail and ballast requirements. All railroadsmust be designed for the weight of the drivers or locomotives includedfuel, not the combination of car plus loads, which are significantlyless. The drivers need to be of sufficient weight so that the rotarydrive tire makes contact with the stationary rail and must havesufficient friction to produce forward or reverse movement of what willinclude heavily loaded cars. The inclination capable of conventionalrailroad systems is limited to the friction between the weighted drivewheels and track. Rail cars are individual units that each has to beloaded in a batch process, one car at a time. Bulk materials can beunloaded from hopper cars by opening bottom dump hatches or can beindividually rotated to dump out of the top. Spotting cars for bothloading and unloading is time consuming and labor intensive.

Although moving from one location to another may be cost effective, theadded cost of batch loading and unloading stages in shorter distancetransports reduces the rail transport cost effectiveness. With normalsingle dual track train systems only one train can be used on a systemat a time.

Conveyor belts have been used for many years to move bulk materials. Awide variety of conveyor belt systems exist that can move practicallyevery conceivable bulk material. Very long distance single belt runs arevery capital cost intensive and are subject to catastrophic failure whena belt tears or rips, typically shutting down the entire system anddumping the carried load, requiring cleanup. Conveyor belts arerelatively energy efficient but can require high maintenance because ofan inherent problem of multiple idler bearings requiring constantchecking and replacement. Short distance conveyor belts are commonlyused in dry or clamp transport of almost all types of materials. Becauseconveyor belts are very flexible and desirably operated over fairly flatterrain, they are not efficient at transporting moderately high solidsslurry where water and fines can accumulate in low spots and spill overthe side creating wet spilled slurry handling problems.

Some bulk materials can be transported in pipelines when mixed withwater to form slurry that is pushed or pulled with a motor driven pumpimpeller in an airless or flooded environment. The size of theindividual particles that are present in the bulk materials dictates thetransport speed necessary to maintain movement. For example, if largeparticles are present then the velocity must be high enough to maintainmovement by saltation or skidding along the bottom of the pipe of thevery largest particles. Because pipelines operate in a dynamicenvironment, friction is created with the stationary pipe wall by amoving fluid and solid mass. The higher the speed of the moving mass thehigher the friction loss at the wall surface requiring increased energyto compensate. Depending on the application, the bulk material has to bediluted with water initially to facilitate transport and dewatering atthe discharge end.

Light rail, narrow gage railroads for transporting bulk material frommines and the like is known as described by way of example withreference to U.S. Pat. No. 3,332,535 to Hubert et al. wherein a lightrail train made up of several cars is propelled by drive wheels andelectric motors combinations, dumping over an outside loop. By way offurther example, U.S. Pat. No. 3,752,334 to Robinson, Jr. et al.discloses a similar narrow gage railroad wherein the cars are driven byan electric motor and drive wheels. U.S. Pat. No. 3,039,402 toRichardson describes a method of moving railroad cars using a stationaryfriction drive tire.

While the above described transport systems and methods have specificadvantages over conventional systems, each is highly dependent upon aspecific application. It has become apparent that increases in labor,energy and material costs plus environmental concerns that alternatetransport methods need to be applied that are energy and laborefficient, quiet, non-polluting, and esthetically unobtrusive. US PatentPublications US 2003/0226470 to Dibble et al. for “Rail Transport Systemfor Bulk Materials”, US 2006/0162608 to Dibble for “Light Rail TransportSystem for Bulk Materials”, and U.S. Pat. No. 8,140,202 to Dibbledescribe a light rail train utilizing an open semi-circular trough trainwith drive stations, the disclosures of which are herein incorporated byreference in their entirety. Such a light rail system offers aninnovative alternative to the above mentioned material transport systemsand provides for the transport of bulk materials using a plurality ofconnected cars open at each end except for the first and last cars,which have end plates. The train forms a long open trough and has aflexible flap attached to each car and overlapping the car in front toprevent spillage during movement. The lead car has four wheels andtapered side drive plates in the front of the car to facilitate entryinto the drive stations. The cars that follow have two wheels with aclevis hitch connecting the front to the rear of the car immediatelyforward. Movement of the train is provided by a series of appropriatelyplaced drive stations having drive motors on either side of the trackwhich are AC electric motors with drive means such as tires to providefrictional contact with the side drive plates. At each drive station,each drive motor is connected to an AC inverter and controller for drivecontrol, with both voltage and frequency being modified as needed. Theelectric motors each turn a tire in a horizontal plane that physicallycontacts two parallel side drive plates external of the wheels of eachcar. Pressure on the side drive plates by these drive tires converts therotary motion of the tires into horizontal thrust. The wheels on thecars are spaced to allow operation in an inverted position by use of adouble set of rails to allow the cars to hang upside down for unloading.By rotating this double track system the unit train can be returned toit normal operating condition. Such a system is well known andcommercially referred to as the Rail-Veyor™ material handling system.

Flanged wheels may be symmetrical to the side drive plates allowingoperation in an inverted position which, when four rails are used toencapsulate the wheel outside loop discharge of the bulk material ispossible. By using elevated rails, the train can operate in the invertedposition as easily as in the convention manner. Yet further, drives forsuch light rail systems have been developed as described in U.S. Pat.No. 5,067,413 to Kiuchi et al. describing a device for conveyingtravelable bodies which are provided no driving source, on a fixed path.A plurality of travelable bodies travels on the fixed path while alignedsubstantially in close contact with each other. Traveling power istransmitted to one of a plurality of travelable bodies which ispositioned on at least one end of the alignment. The traveling powerdrives the travelable body with frictional force while pressing one sidesurface of the travelable body, and is transmitted to the travelablebody while backing up the other side surface of the travelable body. Adevice to transmit traveling power is arranged on only a part of thefixed path.

While light rail systems such as the Rail-Veyor™ material handlingsystem above described are generally accepted, there is a need toprovide an rail system having a dump loop and components thereof thatpermit unloading of the cars of the train in a predetermined location.Further, a need exists for various components of the dump loop to bemodularized.

SUMMARY OF THE INVENTION

The present invention generally relates to a rail transport systemhaving no internal drive, and in particular to an improved railtransport system for conveying bulk materials. The rail transport systemincludes allows for functionality, manufacturability and/or modularityand, therefore, can result in a reduction in system component costs,manpower and/or implementation. The rail transport system includes adump loop and components thereof for enabling unloading of the rail carsin a predetermined location. The components thereof may be designed tobe modular to allow for ease of manufacture and installation of the dumploop. The components may be prefabricated for later use on site.

In one embodiment, the present invention provides for a modular railsection for a dump loop in a train system, the modular rail sectioncomprising:

-   -   a set of parallel rails for guiding the cars of a train        thereupon;    -   one or more bracers spanning the parallel rails for reinforcing,        supporting or maintaining the spacing and/or shape of the        parallel rails, the one or more bracers shaped to accommodate        the cars of the train when travelling upon the rails in an        upright or inverted orientation.

In another embodiment of the modular rail section or sections asoutlined above, the rail section is a modular dump loop section and theset of parallel rails are inner rails and have an annular curve to format least a partial loop, wherein the modular dump loop section furthercomprises:

-   -   a set of parallel outer rails having a corresponding annular        curve to form at least a partial loop, the set of parallel outer        rails spaced from the parallel inner rails to accommodate the        wheel of the cars of the train therebetween,    -   wherein the modular dump loop section has a dump loop section        angle defined by that angular difference between the angle of        entrance into the dump loop section and the angle of exit from        the dump loop section; and    -   wherein the modular dump loop section and a dump loop section        angle sufficient to at least partially invert a car travelling        therethrough to cause unloading of the contents of the car.

In another embodiment of the modular rail section or sections asoutlined above, entrance ends of the outer rails are tapered.

In another embodiment of the modular rail section or sections asoutlined above, the dump loop section angle is greater than 180°.

In another embodiment of the modular rail section or sections asoutlined above, the dump loop section angle is less than 180°.

In another embodiment of the modular rail section or sections asoutlined above, the dump loop section angle is from 180° to 130°.

In another embodiment of the modular rail section or sections asoutlined above, an angle of entrance into the modular dump loop sectionis horizontal or above grade.

In another embodiment of the modular rail section or sections asoutlined above, an angle of entrance into the modular dump loop sectionis 20 above grade.

In another embodiment of the modular rail section or sections asoutlined above, an angle of exit from the modular dump loop section ishorizontal or below grade.

In another embodiment of the modular rail section or sections asoutlined above, an angle of exit from the modular dump loop section is150°.

In another embodiment of the modular rail section or sections asoutlined above, the modular dump loop section further comprises a set ofouter rail extensions for connection to the exit end of the parallelouter rails for extending the parallel outer rails and increasing thedump loop angle.

In another embodiment of the modular rail section or sections asoutlined above, the bracing comprises center bracing, C-bracing and/orspoke bracing reinforcing, supporting or maintaining the spacing and/orshape of the annular curve and/or the spacing of the inner and outerrails.

In another embodiment of the modular rail section or sections asoutlined above, the rail section is a modular exit ramp for guiding thecars of a train thereupon in an inverted orientation, wherein thebracing is inverted rail bracing spanning the parallel set of rails andis substantially U-shaped for accommodating the cars of the train in aninverted orientation without impeding the travel of the cars and whereinan end of the modular exit ramp is adapted for connection to outer railsof a dump loop section.

In another embodiment of the modular rail section or sections asoutlined above, the rail section is a modular inverted section forguiding the cars of a train thereupon in an inverted orientation,wherein the bracing is inverted rail bracing spanning the parallel setof rails and is substantially U-shaped for accommodating the cars of thetrain in an inverted orientation without impeding the travel of thecars.

In another embodiment of the modular rail section or sections asoutlined above, the parallel rails are substantially straight andcontain no annular curve.

In another embodiment of the modular rail section or sections asoutlined above, the parallel rails are contain an annular curve.

In another embodiment of the modular rail section or sections asoutlined above, the rail section is a modular dump ramp for guiding carsof a train thereupon in a substantially upright orientation, wherein theparallel rails have a fixed predetermined length and wherein an exit endof the parallel rails is adapted for connection to inner rails of a dumploop section.

In a further embodiment, the present invention provides for a railsystem comprising a modular dump loop comprised of any one of themodular sections as outlined above.

In yet a further embodiment, the present invention provides for a railsystem comprising an underground dump loop for unloading cars of a traintraveling on the rail system, wherein the rail system comprises:

-   -   a set of incoming parallel rails for guiding a train in an        upright position;    -   a set of outgoing parallel rails for guiding a train in an        upright position;    -   an underground dump loop section for inverting the cars of the        train to thereby unload contents of the cars, the underground        dump loop section comprising:        -   a set of parallel inner rails having an annular curve to            form a loop, the set of parallel inner rails in            communication with the set of incoming rails for allowing            entrance of the train into the dump loop section at one end            of the loop and in communication with the set of outgoing            parallel rails at the other end of the loop, and        -   a set of parallel outer rails having a corresponding annular            curve to form a loop, the set of parallel outer rails spaced            from the parallel inner rails to accommodate the wheel of            the cars of the train therebetween and guiding the wheels of            the train when in an inverted or substantially inverted            orientation, and        -   an underground collection shoot positioned below the dump            loop section for collecting unloaded contents from the cars            of the train.

In another embodiment of the rail system as outlined above, the dumploop section is comprised of a modular dump loop section as outlinedabove.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagrammatical illustration of an embodiment of a railtransport system for transporting bulk materials;

FIG. 2 is a side view of one embodiment of a train, comprising railcars, operable with the rail transport system of FIG. 1;

FIG. 3 is a top plan view of one embodiment of a train, comprising railcars, operable with the rail transport system of FIG. 1 (a example of adrive station is visible);

FIG. 4 is a diagrammatical illustration of another embodiment of a railtransport system for transporting bulk materials;

FIG. 5 is a diagrammatical side view of an example of a dump loop for atrain system for unloading contents of the cars of a train according toone embodiment of the invention;

FIGS. 6A-6C are schematic illustrations of an example of an undergrounddump loop according to one embodiment of the invention;

FIGS. 7A-7B are schematic side views of an example of a dump loop for atrain system for unloading the contents of the cars of a train accordingto one embodiment of the invention wherein the loop is a 12 ft loop and5 ft cars are used thereon;

FIGS. 8A-8B are schematic side views of an example of a dump loop for atrain system for unloading the contents of the cars of a train accordingto one embodiment of the invention wherein the loop is a 12 ft loop and6 ft cars are used thereon;

FIG. 9 is a schematic isometric view of an example of one embodiment ofa modular dump loop comprising embodiments of a dump ramp, a dump loopsection, an exit ramp, and an inverted curved section;

FIG. 10A-C are side, back and isometric views of one embodiment of amodular dump loop section;

FIG. 11 is an isometric view of the modular dump loop section of FIG. 10in communication with an embodiment of a dump ramp and an embodiment ofan exit ramp;

FIG. 12 is an isometric view of another embodiment of a modular dumploop comprising embodiments of a dump ramp, a dump loop section, an exitramp, and an inverted curved section;

FIG. 13 is an isometric view of another embodiment of a modular dumploop comprising embodiments of a dump ramp, a dump loop section and anexit ramp;

FIG. 14A and FIG. 14B are isometric back and isometric front views of afurther embodiment of a modular dump loop section comprising modularcomponents;

FIG. 15 is a side view of the modular dump loop section comprisingmodular components of FIGS. 14A and 14B;

FIG. 16 is an isometric view of one embodiment of a modular exit ramp;

FIG. 17 is an isometric view of one embodiment of a modular dump ramp;

FIG. 18 is an isometric view of one embodiment of a modular invertedstraight section; and

FIG. 19 is an isometric view of one embodiment of a modular invertedcurved section.

DETAILED DESCRIPTION

The present invention will now be described more fully hereinafter withreference to the accompanying drawings, in which illustrativeembodiments of the invention are shown. This invention may, however, beembodied in many different forms and should not be construed as limitedto the embodiments and examples set forth herein nor should theinvention be limited to the dimensions set forth herein. Rather, theembodiments herein presented are provided so that this disclosure willbe thorough and complete, and will fully convey the scope of theinvention to those skilled in the art by way of these illustrative andnon-limiting embodiments and examples. It will be understood to theperson of skill in the art that many different forms and variations ofthe embodiments, examples and illustrations provided herein may bepossible, and the various embodiments, examples, and illustrationsprovided herein should be construed as non-limiting embodiments,examples, and illustrations.

With reference initially to FIGS. 1-3, one train and rail transportsystem 10, in keeping with the teachings of the present invention,comprises a track 12 having parallel rails 12 a, 12 b. A train 14includes a first, front, or lead car 16 having both forward and rearwheel pairs 18, 20 operable on the track 12 for providing a freewheeling movement to the lead car. For the embodiment herein describedby way of example, the train includes additional cars described as asecond or rear car 22 and an intermediate or middle rail car 24 ormultiple intermediate or middle rails cars, carried between the lead andrear cars. The rear and intermediate cars 22, 24 include a forwardpivotal connection or coupling assembly 26 for pivotally connecting theintermediate and rear cars to adjacent forward cars. The rear andintermediate cars 22, 24 have only rear wheel pairs 20 operable on thetrack 12 for providing a free wheeling movement thereto. The track 12may include a dump loop section for unloading the cars of the train 14at a predetermined location. The dump loop section and componentsthereof will be discussed in more detail below with reference to FIGS.5-19.

With continued reference to FIG. 2, each of the cars has a side plate 28affixed thereto. With reference to FIGS. 1 and 3-4, multiple drivestations 30 each have a variable frequency drive (VFD) including a drivetire 32 for frictionally contacting the side plate 28 and imparting adriven moment to each rail car and thus the train 14. As illustratedwith continued reference to FIG. 3, the embodiment herein describedincludes each car having opposing side plates 28 a, 28 b and opposingdrive tires 32 a, 32 b. Specifically, each car may have a fixed sideplate on each side, which runs substantially the length of the car andspaced outside the wheels and tracks. These side plates may be locatedsymmetrically with the wheels and parallel to the light rails. Inanother arrangement, the side plates may be located asymmetrical withthe wheels. However, in this arrangement, the wheels are part of theside plates such that the side plate-wheel arrangement allows the trainto be moved either downstream or upstream. The wheels may be placed toallow the train to operate in either an upright or an inverted position.Each drive station 30 includes A/C inverters and a controller connectedto every set of drive motors such that the motors may be synchronizedthrough a modifying of at least one of voltage and frequency thereto.Forward or reverse motion of the train is the result of horizontalrotation of tires on opposite sides of the train turning in oppositedirections with suitable pressure of said rotation that provides reducedslip between the tire surface and side plates. In other words, the twoopposing tires are both pushed inward toward the center of the track. Inorder the stop the train, the drive tires 32 are further adapted toengage and apply pressure to the side plate 28 of the car.

As herein illustrated, the lead car 16 has a trough 54 and opposing sideplates 28 a, 28 b having a reduced distance between them for smoothentrance into opposing drive tires 32 a, 32 b of the drive station. Therear car 22 has a trough and opposing side plates 28 a, 28 b which maybe at a reduced distance between them to reduce shock when the train 14exits the opposing drive tires 32 a, 32 b of the drive station 30. Theintermediate cars 24 coupled to the lead car 16 and the rear car 22 bythe clevis type coupling has its trough aligned to produce an overallopen trough with gaps 56 between cars. A flexible flap 58 extends overthe gap 56 between the cars 16, 24, 22. The cars, each comprise of asemi-circle open trough and when joined or coupled together representsan open and continuous rigid trough for the entire length of the train.A flexible sealing flap attached near the front of the trailing caroverlaps but is not attached to the rear of the lead car trough. Asemi-circular trough is much better sealed with the flexible flap thatother designs such as showed in U.S. Pat. No. 3,752,334. This allows thetrain to follow the terrain and curves without losing its sealedintegrity as a continuous trough. The material to be transported in thetrain is effectively supported and sealed by this flap as the materialweight is equally distributed maintaining the seal against the metaltrough of the forward car. The long continuous trough can provide forsimplified loading as the train can be loaded and unloaded while movingsimilar to a conveyor belt. This can be considered an advantage over thebatch loading equipment requirements of a conventional railroad hopperor rotary dump car.

As mentioned above, the track 12 can include a dump loop section forunloading the contents of the cars of the train 14 in a predeterminedarea or location. A number of different styles of unloading of the carsexist including for example a bottom dump, a side dump and an inversiondump.

An example of an inversion dump setup for unloading of a car is shown inthe side schematic view of FIG. 5. The cars 120 of the train ride alongthe track 123 in an upright position. The track 123 loops therebyinverting the train and the contents of the cars 120 is unloaded ordumped. The loop portion 128 of the track includes an inner track 124 incommunication with the track 123, also referred to as the dump ramp whenin connection with the dump loop. The train rides upon the inner track124 before inverted and gravity guides the train onto the outer track126 of the loop 128. An exit ramp 129 in communication with the outertrack 126 allows for exit of the train from the loop 128. Once the trainhas transferred to the outer track 126 or the exit ramp 129 and nolonger rides upon the inner track 124, the inner track 124 may end. Thedump ramp or entrance and the exit ramp 129 are tangent to the loopportion 128.

The tangential dump ramp and the exit ramp 129 communicate with the loopportion 128 with entrance and exit angles varying to adapt to theparticular geometry of the solution used in a given dump loopapplication of the track.

The loop 128 may include an entrance angle at which the track 123tangentially meets the inner track 124 of the loop 128 and may includean exit angle at which the outer track 126 tangentially meets the exitramp 129. Typically, the entrance angle may range from level to morethan 20°. The exit angle may range from level to more than 150°. It willbe appreciated that the angles may change based on the setup, locationand topography of the region in which the dump loop is situated as wellas the power of the drive stations. The loop 128 may form a completeloop thereby reinverting the train into an upright position beforeexiting the loop. Alternatively, the train may be maintained in aninverted travelling state for an extended distance before beingreinverted for loading. Leg extensions may be used to elevate theinverted track sections above the ground to accommodate the invertedcars so that they do not impact with the ground or topography.

One embodiment of a complete loop is shown with reference to FIGS. 6A to6C wherein an underground dump loop is shown for unloading the contentsof the cars of the train. The underground dump loop 148 includes a track140 also referred to as the dump ramp section, in connection with a loopsection 142 for inverting the cars thereby dumping or unloading thecontents of the cars into a collection shoot 146 or otherwise suitablecollection area or zone. The exit of the loop section 142 is incommunication with a exit ramp 144 allowing for exit of the train fromthe underground dumping area.

The diameter of the loop can be adjusted as needed based on thesituation, for example the topography of the region and/or the length ofthe car selected. It some cases, it can be more effective or efficientto change the length of the car to accommodate the diameter of the loopas opposed to adjusting the diameter of the loop. The length of the carselected can be varied to optimize overall system costs or toaccommodate the need for tight curves. The loop may have a 12 footdiameter for example as illustrated in FIGS. 7A-B and 8A-B and mayaccommodate cars of different lengths for example a car having a 5 ftlength as shown in FIG. 7A-B or a car having a 6 ft length as shown inFIG. 8A-B. It will be appreciated that the diameters and car lengthsillustrated may be modified and these dimensions are merely illustrativeof various possibilities and are not intended to be limiting. As will beoutlined in more detail below with reference to FIGS. 9 to 19, modulartracks may be designed and prefabricated that result in a predetermineddiameter for a full loop, semi-loop or half-loop system.

In general, each train system setup is a customized setup includingrails and dump loops that are designed specifically for the topographyof the location and the setup of the mine. Typically, each system isbuilt off site and shipped to the site of end use where fabrication iscompleted. When adjustments are determined to be needed, the system isusually shipped back off-site, adjusted and sent back for finalfabrication and completion until the engineering and orderspecifications are met. This requires intensive engineering,fabrication, man power and man hours to properly design, fabricate andadjust each system. Custom engineering of the dump loop components andsections for every installation adds engineering and fabrication costsand time to the project. Modular component design allows forsimplification of these tasks. To overcome this downside and in aneffort to reduce the time and costs needed to engineer, fabricate andestablish a rail system or sections thereof, for example the dump loopsection of a rail system, a modular dump loop and associated componentshas been engineered. Modular component design allows for simplificationof these tasks

An example of one embodiment of a modular dump loop is shownschematically in FIGS. 9 and 10. The modular dump loop is showngenerally at 200 and may be used in conjunction with a typically trainsystem such as those described herein and may also be retrofitted intoan existed train system such as those described herein. As outlinedabove, the dump loop 200 is used to invert the cars of the train therebyunloading their contents at the predetermined location in the trainsystem in connection with the track of the system. The modular dump loop200 includes a dump loop section 202 in connection with a dump rampsection 204 for directing an upright car into the dump loop section 202.At the exit of the dump loop section 202 is an exit ramp 206 for guidingthe train in an inverted position from the dump loop section 202. In theexample shown in FIG. 9, the train continues in an inverted positionover an extended distance and therefore a series of modular invertedtracks 210 are implemented sequentially connected to the exit ramp 206.In order to allow for the inverted train to pass over the ground withoutcontacting the ground or objects on the ground, the inverted tracks 210should be elevated above the ground or above a trench that accommodatesthe inverted train cars. To this end, leg extensions 208 positionedbeneath the inverted track 210 may be used to elevate the inverted track210 thereby allowing for unimpeded passage of the inverted train abovethe ground.

A detailed view of the modular dump loop section of FIG. 9 is shown inFIGS. 10A-10C wherein FIG. 10A provides a side view, FIG. 10B a backview and FIG. 10C an isometric view.

In an effort to reduce build time, costs and manpower needed toimplement a dump loop for a train system, a modular dump loop section,such as for example the modular dump loop section of FIGS. 9 and 10 hasbeen provided as is shown in general at 202. The dump loop section 202includes set of parallel inner rails 214 for guiding a train when in anupright or non-inverted position about the loop. Opposite the innerrails 214 are a set of parallel outer rails 216 for engaging and guidingthe train once the train has substantially inverted and gravity forcesthe wheels of the train to be guided by the outer rails 216. Ideally,the inner and outer rails are spaced apart the distance (or slightlygreater than the distance) of the track engaging diameter of the wheelsof the train thereby allowing for little or no play in the wheels asthey rare guided by the inner and then outer rails 214 and 216respectively.

As shown in FIGS. 10A-C, in one embodiment, the modular dump loopsection 202, which may be prefabricated and shipped to the site of enduse, comprises a set of parallel inner rail 214 on which the wheels ofthe train are guided when first entering the dump loop section 202. Theinner rails 214 have an annular curved in a loop or semi-loop to invertthe cars of the train. A set of parallel outer rails 212 engages andguides the wheels of the cars as the cars become inverted. The outerrails 212 also have an annular curve in a loop or semi-loop and arepositioned opposite the inner rails 212 to allow the outer rails toreceive the wheels of the cars as the cars become inverted and leave theinner rails 214. The outer rails may have a tapered leading end 228allowing for smooth or unimpeded entry of the wheels of the cars intothe loop section 202.

A plurality of braces may be used to reinforce, support and maintain thespacing and shape of the inner and outer rails. It will be appreciatedthat any number and orientation of the bracing may be implemented toreinforce, support and maintain the inner and outer rails as is neededbased on the intended speed and weight of the train and the weight ofthe intended load to be carried. In the embodiment shown in FIGS. 10A-C,a center brace 218 is used between the inner rails. A C-brace 216 isused to support the inner and outer rails and maintain the distancebetween the inner rails and the outer rails. A spoke brace 220transverse the inner and outer rails and two separate locations alongthe loop and meeting within the loop may be used to support the loopitself and maintain the angle of the loop and the spacing of the innerand outer rails.

The ends of the parallel inner rails 214 may end in a substantially flatsurface or flange 222 allowing for a connection point with the end ofthe rails of the dump ramp 204. Similarly, the parallel outer rails 212may end in a substantially flat surface or flange 224 allowing for aconnection point with the end of the rails of the exit ramp 206. Theinner rails 214 may have a flange or substantially flat surface on theirfinishing ends allowing for connection to a support frame or the likefor supporting the loop section 202.

In the embodiment shown in FIGS. 9 and 10, the loop section 202 issubstantially a 180° loop or half-loop designed for horizontal entry andhorizontal exit into and out from the dump loop section 202. In otherwords, the dump ramp section 204 enters at a horizontal angle and theexit ramp 206 is also connected at a horizontal angle. It will beappreciated and is also further illustrated in FIGS. 11-13 that variousother angles of approach or entry into the dump loop 202 and exittherefrom may be designed. For example, the dump loop section 302 ofFIG. 11 has a 20° grade dump ramp section 304 and a 150° exit rampsection 306 with a corresponding dump loop section that loops about130°. For the purposes of this disclosure the size of the loop withrespect to the angle covered will be referred to as the dump loop angle.Because of the modular nature of the dump loop sections, a dump loopsection of the desired loop angle may be selected as needed or desiredfor a given on-site situation or demand. This also allows for modulardump ramps and modular exit ramps to be used which are simply connectedto the a dump loop section of the desired loop angle which the dump rampand the exit ramp may be the same modular component for use across anyof the differently angled dump loop sections.

The dump loop section 402 of FIG. 12 has a 20° grade dump ramp section404 and a horizontal exit ramp section 406 with a corresponding dumploop section 402 that loops about 160°.

The dump loop section 502 of FIG. 13 has a horizontal dump ramp section504 and a 150° exit ramp section 506 with a corresponding dump loopsection 502 that loops about 150°.

It will be appreciated that although dump loop sections of 180°, 160°,150° and 130° degrees have been illustrated, modular dump loops sectionsof other angles are within the concept of the invention and arecontemplated by the inventors.

A further embodiment of a modular dump loop section is shown generallyat 600 in FIGS. 14A and 14B and FIG. 15. The modular dump loop section600 is comprised of modular components that may be used to make up dumploop sections of various angles. A modular inner rail 602 is used thatcan accommodate both a horizontal exit as well as an exit of reducedangle by bending away from the outer rail 604 after a transition pointhas been reached whereby the wheels of a car would have transitioned tothe outer rail 604 have passed the point of inversion. This accommodatesthe situation whereby horizontal exit is desired the wheel of the car isguided a further distance and a greater angle that is needed for areduced angle exit from the dump loop section 600.

In addition, the outer rail 604 is designed for an exit of reducedangle, for example a 150° exit into the exit ramp and a modular outerrail extension 620 may be added to the outer rail to extended the outerrail, for example, to a horizontal position for horizontal exit from thedump loop section 600 into the exit ramp. In this way, the modularcomponents may be prefabricated and simply put together and adjusted asneeded to suit a given topography at the site of end use.

The dump loop section 600 may include the bracing components 608, 610,612 and 614 as described above to reinforce, support and maintain thespacing and shape of the inner and outer rails and to mount the section600 to a structural member, for example an A-frame. As outlined above,the outer rails 604 may also include a tapered end 606 and the bracingand the rails may include flanges or flat sections that allow forconnection to other rails such as the exit ramp and the dump ramp orsupport frames or structures.

FIG. 16 shows one embodiment of a modular exit ramp 700 for connectionto the outer rails of a dump loop section such as those for example asdescribed herein. The exit ramp 700 includes parallel rails 702 adaptedto guide a train in an inverted orientation. The rails 702 includeinverted rail bracing 704 which are generally U-shaped to accommodatethe passage of an inverted rail car thereabove travelling on the rails702 of the exit ramp 700. As described above, bracing 704 may be used toreinforce, support and maintain the spacing and shape of the rails. Byhaving U-shaped bracing spanning the rails 702 they do not impede aninverted rail car travelling along the rails but rather can accommodatea rail car in an inverted orientation extending below the rails 702.Rail connectors or mounts 706 may be positioned at suitable locations onthe rail for securing the rail to legs, leg extensions or abutting railsor dump loop sections as is needed.

The modular exit ramp 700 is shown as being generally flat but may becurved in the event that a curved exit ramp is desired or required basedon the topology of the site.

One embodiment of modular dump ramp 800 is shown in FIG. 17 forconnection to the inner rails of a dump loop section for guiding a traininto the dump loop section for inversion. The modular dump ramp 800 mayalternatively be connected to a further rail section for guiding thetrain along a desired path. The dump ramp 800 is comprised of parallelrails 802 adapted to guide a train in an upright position. As describedabove, center bracing 804 may be used to reinforce, support and maintainthe spacing and shape of the rails. Rail connectors or mounts 806 may bepositioned at suitable locations on the rail for securing the rail tolegs, leg extensions or abutting rails or dump loop sections as isneeded.

One embodiment of a modular inverted straight section 900 is shown inFIG. 18 for guiding a train in an inverted orientation. The invertedstraight section 900 may be connected to a further inverted straightsection or to an exit ramp for allowing further travel of the train inan inverted orientation. The inverted straight section 900 includesparallel rails 902 adapted to guide the train in an invertedorientation. Spanning the rails 902 are U-shape bracing 904 toreinforce, support and maintain the spacing and shape of the rails. Byhaving U-shaped bracing spanning the rails 902 they do not impede aninverted rail car travelling along the rails but rather can accommodatea rail car in an inverted orientation extending below the rails 902.Rail connectors or mounts 906 and 908 may be positioned at suitablelocations on the rail for securing the rail to legs, leg extensions orabutting rails or dump loop sections as is needed.

Similarly to the inverted straight section 900 described above withreference to FIG. 18, the invention also provides for a modular invertedcurved section 1000 as described with reference to FIG. 19. The invertedcurved section 1000 may be connected to a further inverted curvedsection, an inverted straight section or to an exit ramp for allowingfurther travel of the train in an inverted orientation. The invertedcurved section 1000 includes parallel curved rails 1002 adapted to guidethe train in an inverted orientation in a gradual semi-looped curve.Spanning the rails 1002 are U-shape bracing 1006 to reinforce, supportand maintain the spacing and shape of the rails. By having U-shapedbracing spanning the rails 1002 they do not impede an inverted rail cartravelling along the rails but rather can accommodate a rail car in aninverted orientation extending below the rails 1002. Rail connectors ormounts 1004 may be positioned at suitable locations on the rail forsecuring the rail to legs, leg extensions or abutting rails or dump loopsections as is needed.

It will be appreciated that the bracing components, connectors ormounts, as described herein are merely illustrative of examples ofbracing components, connectors or mounts that may be incorporated intothe modular rail sections to allow for reinforcing, support, maintainthe spacing and shape of the rails, connection of the rail sections toeach other or to legs or leg extensions. The placement and number ofbracings, connectors or mounts may be altered, increased or reorientedwithout departed from the invention.

Described herein are various dump loops and components therefor that canform part of a rail transport system. It will be appreciated thatembodiments, illustrations, and examples are provided for illustrativepurposes intended for those skilled in the art, and are not meant to belimiting in any way. Various modifications, amendments, revisions,substitutions and changes may be made to the dump loops and componentsthereof that are within the scope and spirit of the invention.

What is claimed is:
 1. A rail section component for a dump loop in atrain system, the rail section component comprising: a set of parallelrails for guiding the cars of a train thereupon; one or more bracersspanning the parallel rails for reinforcing, supporting or maintainingthe spacing and/or shape of the parallel rails, the one or more bracersshaped to accommodate the cars of the train when travelling upon therails in an upright or inverted orientation.
 2. The rail sectioncomponent of claim 1, wherein the rail section component is a dump loopsection component and the set of parallel rails are inner rails and havean annular curve to form at least a partial loop, wherein the dump loopsection component further comprises: a set of parallel outer railshaving a corresponding annular curve to form at least a partial loop,the set of parallel outer rails spaced from the parallel inner rails toaccommodate the wheel of the cars of the train therebetween, wherein thedump loop section component has a dump loop section angle defined by theangular difference between the angle of entrance into the dump loopsection component and the angle of exit from the dump loop sectioncomponent; and wherein the dump loop section component has a dump loopsection angle sufficient to at least partially invert a car travellingtherethrough to cause unloading of the contents of the car.
 3. The railsection component of claim 2, wherein entrance ends of the outer railsare tapered.
 4. The rail section component of claim 2, wherein the dumploop section angle is greater than 180°.
 5. The rail section componentof claim 2, wherein the dump loop section angle is less than 180°. 6.The rail section component of claim 2, wherein the dump loop sectionangle is from 180° to 130°.
 7. The rail section component of claim 2,wherein an angle of entrance into the dump loop section component ishorizontal or above grade.
 8. The rail section component of claim 2,wherein an angle of entrance into the dump loop section component is 20°above grade.
 9. The rail section component of claim 7, wherein an angleof exit from the dump loop section component is horizontal or belowgrade.
 10. The rail section component of claim 7, wherein an angle ofexit from the dump loop section component is 150°.
 11. The rail sectioncomponent of claim 5, wherein the dump loop section component furthercomprises a set of outer rail extensions for connection to the exit endof the parallel outer rails for extending the parallel outer rails andincreasing the dump loop angle.
 12. The rail section component of claim2, wherein the bracing comprises center bracing, C-bracing and/or spokebracing reinforcing, supporting or maintaining the spacing and/or shapeof the annular curve and/or the spacing of the inner and outer rails.13. The rail section component of claim 1, wherein the rail section isan exit ramp component for guiding the cars of a train thereupon in aninverted orientation, wherein the bracing is inverted rail bracingspanning the parallel set of rails and is substantially U-shaped foraccommodating the cars of the train in an inverted orientation withoutimpeding the travel of the cars and wherein an end of the exit rampcomponent is adapted for connection to outer rails of a dump loopsection component.
 14. The rail section component of claim 1, whereinthe rail section is an inverted section component for guiding the carsof a train thereupon in an inverted orientation, wherein the bracing isinverted rail bracing spanning the parallel set of rails and issubstantially U-shaped for accommodating the cars of the train in aninverted orientation without impeding the travel of the cars.
 15. Therail section component of claim 14, wherein the parallel rails aresubstantially straight and contain no annular curve.
 16. The railsection of claim 14, wherein the parallel rails contain an annularcurve.
 17. The rail section component of claim 1, wherein the railsection is a dump ramp component for guiding cars of a train thereuponin a substantially upright orientation, wherein the parallel rails havea fixed predetermined length and wherein an exit end of the parallelrails is adapted for connection to inner rails of a dump loop sectioncomponent.
 18. A rail system comprising a dump loop comprised of any oneof the section components defined in claim
 1. 19. A rail systemcomprising an underground dump loop for unloading cars of a traintraveling on the rail system, wherein the rail system comprises: a setof incoming parallel rails for guiding a train in an upright position; aset of outgoing parallel rails for guiding a train in an uprightposition; an underground dump loop section component for inverting thecars of the train to thereby unload contents of the cars, theunderground dump loop section component comprising: a set of parallelinner rails for guiding the cars of a train thereupon, the parallelinner rails having an annular curve to form at least a partial loop; aset of parallel outer rails having a corresponding annular curve to format least a partial loop, the set of parallel outer rails spaced from theparallel inner rails to accommodate the wheel of the cars of a traintherebetween, one or more bracers spanning the parallel inner and outerrails for reinforcing, supporting or maintaining the spacing and/orshape of the parallel rails, the one or more bracers shaped toaccommodate the cars of the train when travelling upon the rails in anupright or inverted orientation, the bracing comprises center bracing,C-bracing and/or spoke bracing reinforcing, supporting or maintainingthe spacing and/or shape of the annular curve and/or the spacing of theinner and outer rails, wherein the dump loop section component has adump loop section angle defined by the angular difference between theangle of entrance into the dump loop section component and the angle ofexit from the dump loop section component; and wherein the dump loopsection angle is sufficient to at least partially invert a cartravelling therethrough to cause unloading of the contents of the car,and an underground collection shoot positioned below the dump loopsection for collecting unloaded contents from the cars of the train. 20.A dump loop section component for a dump loop in a train system, thedump loop section component comprising: a set of parallel inner railsfor guiding the cars of a train thereupon, the parallel inner railshaving an annular curve to form at least a partial loop; a set ofparallel outer rails having a corresponding annular curve to form atleast a partial loop, the set of parallel outer rails spaced from theparallel inner rails to accommodate the wheel of the cars of a traintherebetween, one or more bracers spanning the parallel inner and outerrails for reinforcing, supporting or maintaining the spacing and/orshape of the parallel rails, the one or more bracers shaped toaccommodate the cars of the train when travelling upon the rails in anupright or inverted orientation, the bracing comprises center bracing,C-bracing and/or spoke bracing reinforcing, supporting or maintainingthe spacing and/or shape of the annular curve and/or the spacing of theinner and outer rails, wherein the dump loop section component has adump loop section angle defined by the angular difference between theangle of entrance into the dump loop section component and the angle ofexit from the dump loop section component; and wherein the dump loopsection angle is sufficient to at least partially invert a cartravelling therethrough to cause unloading of the contents of the car.